JG Classics Administrator, autor en JG Classics : The thrill of time travel

Crankcase ventilation systems on Ventoux engines

JG Classics Administrator — Tue, 21 Oct 2025 23:22:57 +0000

Crankcase ventilation systems on Ventoux engines

Breathe or bust: how Renault solved crankcase ventilation on Ventoux engines of the 1950s and 1960s

The general principle

In a combustion engine, a small part of the gases in the combustion chamber pass between the piston rings into the crankcase: this is known as blow-by.
This mixture of gases and oil vapor increases the internal pressure and, if not properly evacuated, ends up pushing the oil through any weak point: seals, oil seals or even the dipstick.

The mission of the crankcase ventilation system is as simple as it is vital: to keep the internal pressure balanced and allow these gases to escape without entraining oil.

In modern engines, a PCV valve connects the crankcase to the intake, using the manifold vacuum to draw in gases.

The main function of the crankcase breather is to relieve the pressure built up by the blow-by gases leaking from the cylinders, preventing this pressure from forcing the oil out through seals and gaskets. If the ventilation is deficient or obstructed, the engine will try to expel the pressure “wherever it can”, causing oil leaks at oil seals, gaskets and even causing the dipstick to partially pop out. This system is often overlooked, but in veteran engines inadequate ventilation can be the “silent culprit” of abnormal oil consumption and persistent leaks.

Crankcase breathing in Ventoux engines

Renault Ventoux engines (4CV, Dauphine, Gordini, Ondine and early Floride) had no intake depression: they relied on passive vents and the balance of natural pressures inside the block and employed an open system that let gases and oil vapors escape directly to the atmosphere.

Throughout the life of the Ventoux engine, Renault adopted different solutions: from simple breather caps with grille, to vent pipes located in the rocker cover or in the block. Below, we will see the historical evolution of these solutions according to the versions of the engine (identified by references such as Type 662 on the 4CV, 670-01/02 on standard Dauphine, 670-04 and 670-05 on Dauphine Gordini.

First versions: Renault 4CV (Type 662 engine)

The small Renault 4CV, produced since 1947, inaugurated the Billancourt/Ventoux engine family with displacements of 760 cc (initial version Type 662-1) and then 747 cc (Type 662-2). In its early years, the crankcase ventilation of the 4CV was entrusted to :

A breather was the oil filler cap itself, designed with an internal filter element to let the vapors escape. This configuration was typical for engines of the time, with no air cleaner connections or check valves.

A vent on the right side of the engine block that evacuated the excess pressure to the atmosphere. A vent whose tube length (exactly 67 mm) was carefully measured to generate the outflow of gases, surely helping their evacuation by Venturi effect during the running of the vehicle, and avoiding that this vent became a source of “back pressure” towards the crankcase (causing the opposite effect to the desired one). You can see here an illustration of the manual of the time

On some later versions of the Renault 4CV it is possible to find an additional breather pipe located at the top of the engine. This pipe came out of the rocker cover and allowed a more efficient “venting” of the crankcase gases.

In other words, the 4CV (depending on the versions) came to have three breathing points available in which it was possible to install closed plug having then either two breathing points (pipette in the engine block+outlet pipe of the rocker cover)- or three ventilation points (pipette in the engine block+outlet pipe of the rocker cover+ventilated plug).

Be that as it may, the criticality of these points is empirically proven and there have been 4CV owners who have reported that a cleaning of these vents has immediate effects: “I cleaned the bouchon reniflard and it seems that the engine no longer leaks oil” said an owner of a 1959 4CV which illustrates how the clogging of the vented plug could cause leaks that were solved by restoring the ventilation (actually we can also attest to this :-)).

First image (photo), the classic Renault 4CV engine block side reniflard: a calibrated tube that evacuates crankcase vapors to the outside.
Second image (drawing), the original diagram from the workshop manual indicating the exact length (67 mm) that the tube must protrude, essential to avoid both air suction by Venturi effect and the projection of oil to the outside.

Renault Dauphine standard (engine Type 670)

The Renault Dauphine (project R1090), launched in 1956, equipped an enlarged version of the Ventoux engine – 845 cc – known as Type 670-01 (27-31 hp according to standard). From its inception, the Dauphine incorporated a venting system very similar to the later 4CV scheme, i.e. with a fixed breather mounted on the block plus a vented filler cap. The block-mounted breather system disappeared on the 670-02 engine and no longer appeared on the Dauphine (or Gordini), leaving either the vented plug, the side pipe (670-05) or a combination of the two.

On the Renault 670-04 engine, crankcase ventilation was provided by a filler cap with integrated breather, visible on the top of the rocker cover. This plug, equipped with a small metal filtering screen, allowed the crankcase gases to pass to the outside, keeping the internal pressure balanced.
The cover also incorporated a small inner baffle that acted as an oil separator, preventing the droplets in suspension from escaping together with the vapors. This system, although simple, proved effective for the speeds and operating conditions of the standard Dauphine and was the basis on which Renault evolved the later 670-05 type Ventoux engines of the Gordini versions.

Be that as it may, the function of both the vented plug and the rocker cover gas outlet was to retain the oil particles (which drained back into the engine) and let only the gases pass through.

The Dauphine, like the R4CV, did not recirculate these gases to the intake either; it simply expelled them. As a technical publication points out, the Ventoux engines relied on these direct atmospheric exhausts for all their ventilation.

In practice, a Dauphine in good condition hardly smoked at all from the breather; but on worn units it was notorious to see the “second exhaust” blowing bluish-white smoke from the rocker cover tube. This was a symptom of excessive blow-by (worn piston rings) and not a failure of the breather itself. However, if the breather was plugged, even if the engine was healthy, the internal pressure would rise rapidly when running on the road, with disastrous results: oil forced through seals, oil dipstick ejected and possibility of crankcase drained within a few kilometers.

Gordini sport versions: engines 670-05

Renault offered from 1957-58 a powered version of the Dauphine developed by Amédée Gordini. At the end of 1960, an evolution identified as Type 670-05 appeared, power 40 hp SAE, ~36 hp DI but with internal design changes. As for the crankcase ventilation system, were there any differences?

The answer is yes, mainly related to improvements in the oil retention system on the rear crankshaft (i.e. gearbox side).

On the 670-05 engine (used since 1960 on Gordini R1091/1092, and also on the base R8 years later) a modification was introduced at the rear of the crankshaft: a helical “pigtail” spline around the rear journal, the effect of which was to return the oil to the engine by centrifugal action.

This design (similar to that used in VW and other engines of the time) improved the sealing at the rear outlet , reducing oil leakage, although it still did not include a rubber oil seal. Renault, relying on this improvement, eliminated the vented oil plug on the 670-05, equipping them with a normal sealed plug. In other words, on the 670-05 Gordini the only active breathing passage was the upper crankcase tube (cache-culbuteurs).

In theory, the “pigtail” propeller should have been sufficient to control the oil and the original ventilation was sufficient. What could happen in practice?

For the breather, the oil/gas filtration area is on the inside of the rocker cover so a dirt blockage is not obvious to see. And if that outlet is clogged, the fact that it is the only one means that the crankcase gas evacuation functionality is seriously compromised.
If for some reason an older crankshaft is fitted to a 670-05 engine – only with straight splines which, although less effective than the “queue de couchon” or “pigtail” spiral for retaining oil is technically possible – the original venting may be insufficient.

Just this happened in the restoration of our Gordini a few weeks ago: a new crankshaft from old stock (fine spline type, corresponding to 670-04 engine) was installed in a 670-05 block. The result was that, even with a clean cover breather, the engine was still leaking some oil out of the clutch bell under demanding use.

It is important to mention that oil retention systems without rubber seals based on spline or coil machining work well, but they are based on one premise: The pressures on both sides of the oil sump wall must be balanced. An overpressure will cause the grooves or spirals to become precisely the outlet path.

And one solution is to add the ventilation that these “old” single spline crankshafts lacked: replace the hermetic plug with a vented oil filler cap, of the same type used on earlier Ventoux engines (some 4CV, Juvaquatre and standard Dauphine). This special cap incorporates a vent with a screen, increasing the crankcase ventilation flow.

With the additional vented plug, the problem of overpressure – and oil ‘release’ – on our Gordini disappeared completely. In fact, Renault itself re-employed both vents on the Dauphine 1093 racing version (1962-63, ~55 hp), thus ensuring maximum vapor evacuation in extreme use. Manuals of the time stressed the importance of keeping the breather screen clean and the duct clear.

How to check the ventilation system on a Ventoux engine

At the time it was attributed to a possible crack in the crankcase, deteriorated seals or even to an additive that had been added days before to “clean” the lubrication circuit.

Check the rocker cover:
- Disassemble and thoroughly clean the inner chamber. You can do this with gasoline and a brush or with a powerful engine degreaser.
- Make sure that the 14 mm outlet is not obstructed by old deposits.
- If the pipe has a bend or extension, check that there is no condensate or solidified oil inside.
Check the side tube of the block (if any):
- Check length and position (on 4CV: 67 mm from its base).
- Confirm that the pipe is not bent or clogged with paint, putty or dirt.
- Check for oil residues: a light film is normal, continuous dripping is not.
Oil plug:
- If it is of the ventilated type, clean the internal metal mesh with gasoline or solvent.
- If it is closed and there is no other active vent that you suspect, you can temporarily replace it with a vented one to see if the leaks disappear. You can get it here (Spain) y here (France)
Practical test: with the engine idling, put your hand around the breather outlets. You should notice a soft, pulsating “knocking” sound at the engine’s rhythm of the gases coming out. If you accelerate gently, you should not notice any smoke.

Technical conclusion

In all engines, crankcase ventilation is not a minor detail: it is part of the dynamic balance of the engine.

If you notice significant oil leaks or drops in oil level that you are unable to explain, consider whether the crankcase breather may be the cause. Keep in mind that if there is overpressure, the vapors will try to escape through the easiest or weakest point. In our case they escaped first by breaking a deteriorated oil seal, and then through the rear crankshaft outlet.

In the case of overpressure losses, it is easy to confuse the consequences with the causes.

For Ventoux engines : A clean vented plug, a clear rocker cover tube and – if present – a properly calibrated side breather ensure the right pressure in the crankcase and prevent leaks without the need for additives or miracles. For any engine in your car, I suggest you look in the technical documentation because you will surely find where to do the oil sump breather checks.

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My classic car is leaking oil (V) – Engine breather and crankcase ventilation problems

JG Classics Administrator — Sat, 18 Oct 2025 12:06:49 +0000

My classic car is leaking oil (V) - Engine breather problems preventing proper crankcase ventilation

When it is essential to solve the cause and not to alleviate the consequence

In the world of classic cars, a small oil stain under the car is often accepted almost as a medal of authenticity or at least as an unavoidable evil. In many cases, it certainly is, and fortunately they are minor evils that we can alleviate.

But there are nuances, as I mentioned in the previous parts of this article, where the cause must be sought.

Phantom" oil level drops - where can they come from?

When leaks or oil level drops start to be more than symbolic, they have to be checked in detail. The usual investigation usually focuses on seals, gaskets or loose screws, once the possibility of an internal problem (such as poor cylinder sealing or other anomalies that require the engine to be opened) has been ruled out.

And in these investigations where the origin of the oil level drop is difficult to identify, and becomes almost “phantom drop”, what is rarely considered is that the problem lies in how the engine breathes and the evacuation of internal oil vapors.

The crankcase ventilation is that discreet system that hardly anyone checks, and yet it can be the silent culprit of persistent leaks, abnormal oil consumption or curious situations in which, for example, the oil dipstick “jumps” without anyone knowing why. Many owners then believe that the problem is in the dipstick, thinking that it is defective, when in fact this is not the cause, but the consequence of an engine that literally tries to expel pressure wherever it can.

In a combustion engine, a small part of the gases in the chamber pass between the piston rings and down into the crankcase: this is known as blow-by. You can take a look at this link where you can see it very well schematically.

This mixture of gases and steam from the hot oil increases the internal pressure, and if not properly evacuated, ends up pushing the oil through any weak point: seals, oil seals or even the dipstick.

The mission of the crankcase ventilation system is as simple as it is vital: to keep the internal pressure balanced and allow these gases to escape without entraining oil.

The problem of the oil level control of our Renault Dauphine Gordini

That problem of lack of ventilation was what happened to our Renault Dauphine Gordini: A freshly rebuilt engine -reground block, new crankshaft, new liners, pistons, oil pump, crank and main bearings, new cylinder head, new crankcase- everything new, everything perfect on the bench… until a freeway trip started to show the problem of “external” oil leaks. Only on the highway. Problem that had already happened in the past-.

Why had the engine had to be rebuilt?

Because there was a catastrophic breakdown caused by a massive oil leak during a freeway journey.

But before that, there had already been a previous breakdown – not catastrophic, because it was detected in time – in which the car broke the crankshaft pulley seal.

So making a chronological summary, this is what happened:

First failure:

After about 100 km on the highway: oil leakage due to a broken crankshaft pulley seal. Not a catastrophic failure because it became visible when the car was stationary.
Assuming an old oil seal as the cause, it was replaced (and we also took the opportunity to change the timing pinion).
A few tests, no leakage problems and we considered the failure resolved.

Second failure:

New exit to the highway after a couple of weeks for a long transfer of the vehicle. Apparently everything normal on the road.
Suddenly, after about 200 km, the oil pressure suddenly dropped to zero, and you could hear the rattling noise in the engine that indicates that something very bad has happened inside the engine. It stopped immediately, but the damage was done.
The crankcase was almost completely emptied. Causing very serious damage to the engine (destroyed crankshaft crankpins, melted connecting rod bushings). Destruction of the lower part of the engine.
But the curious thing is that the oil had not come out of a specific point, neither through a broken crankcase nor through any visible gasket: there was oil literally everywhere. In other words, the rear part of the engine was simply soaked, as if it had been sprayed: the engine literally seemed to have “blown” its own oil out.

What could have happened? Hypothesis of the moment.

At the time it was attributed to a possible crack in the crankcase, deteriorated seals or even to an additive that had been added days before to “clean” the lubrication circuit.

Be that as it may, as the engine had to be completely disassembled for repair, the reason for the ultimate cause was put on the back burner, assuming that the total rebuild would eliminate it, whatever it might have been.

Renault Dauphine Gordini engine rebuilding

The second failure led to the need to rebuild the engine. We changed crankshaft (for a completely new one from old stock, a real unicorn found), bushings, liners, pistons, rings, oil pump, water pump, crankcase, block and cylinder head went through a rectifier, and a lot of auxiliary elements. I leave below a few photos, as a small sample of the process.

If you are in the process of repairing or rebuilding a Ventoux engine and there is anything we can help you with (technical information, any documentation, return of experience, anything), you can contact us or send us an email to info@jgclassics.com where I will be happy to share any information that can help you.

Third anomaly (this time not a malfunction, but an anomaly):

Once the engine was rebuilt – with about 90% of its components new or repaired – everything seemed normal. Bench tests for a month and about 400 km of running-in on the road with no problems, no leaks, no fluid or compression losses. Everything seemed fine. We were happy with the result of the assembly. Until, in a new trip to the highway, appeared exactly the same symptom: oil level drop, it seemed to be coming out to the outside, and it seemed to come out “everywhere and nowhere” at the same time. No gasket was broken or badly assembled. And only on the highway. As if this car dragged the “curse of the fast lanes”.

Fortunately, this time as the engine was being tested, we were following up very meticulously and observing values and engine status at very short intervals, so nothing happened beyond the realization that the oil level had dropped more than expected -even for a running engine-, and the simple replenishment to the right level: but knowing that it was evident that there was something to finish adjusting.

The clean and new engine made it possible to identify the source of the “oil spray”: the drain hole of the clutch bell. That is, the rear exit of the crankshaft towards the gearbox, where there is no oil seal on Ventoux engines. So the oil was coming out of the part of the crankshaft that faces the gearbox. And we saw that oil was coming out of there when we maintained a high and constant engine speed. In order for the “spray” or “airbrush” effect to happen, the driving wind did the rest.

In any case it seemed impossible that, with everything new in the engine, the same symptom would repeat itself before and after the rebuild. With everything changed, it could be said that the engine was literally “another” engine than before.

But it was obvious that there had to be a common factor between the “before” and the “now”.

And then the question came up, "Has anyone looked at the breather tube on this engine?"

That tube, on the Ventoux 670-05, is in the rocker cover (on the right in the area closest to the rear of the vehicle). But what had been done with that cover during the rebuild? Simply nothing: it had been stored on a shelf, to be reassembled months later as it was.

Upon removal and close examination, the culprit was revealed: The inner area that acts as a “stilling chamber” – so that only gases and no oil escape – was completely clogged by a thick mass of dried oil and carbon build-up accumulated over 60 years.

The engine breather was literally clogged. In the three photos above you can see the process of cleaning the rocker cover (using gasoline and then an industrial water-based engine degreaser). Pequinsa’s. You have it in this link )

After cleaning of the rocker cover breather

Cleaning the breather alleviated the problem, and for the first time in years on this engine, we could perceive – at last! 😊 – how gases were coming out of the breather (you can feel it by simply bringing your hand closer with the engine idling).

But this did not completely eliminate the problem. Although we saw that we were on the right track, we were still seeing some oil coming out of the crankshaft in the clutch bell. Less than before, but some. So it seemed that in our engine the rocker cover breather was insufficient. In our particular case – andonly certainly in our case – it was necessary to replace the closed rocker cover oil plug with a vented one, of the type used on some Ventoux engines (such as the 670-04 the Renault 4CV and or the Renault Juvaquatre). I will explain why later.

And with this the problem disappeared. Completely.

Our particular case. Why (surely) our Renault dauphine needed a vented plug instead of the usual closed one.

The reason – in our particular case – probably lies in the fact that the new crankshaft installed – coming from old stock – is of the “fine spline” type, and not of the “pigtail” type of the original Gordini (670-05 engine). This is the machining on the crankshaft outlet that keeps the oil from flowing out of it (just as a drill bit displaces the drilled material backwards).

The fine spline crankshaft is somewhat less effective at retaining oil and possibly requires additional venting, like the 670-04 engines to ensure that there is no overpressure causing oil to leak out of its splines. We fitted that crankshaft because of material availability, and because although it was not exactly the same as the 670-05 Gordini engine it is technically usable and above all it was NEW unused (a real unicorn 😊) .

This is certainly a hypothesis, but the facts support it: Now, with the cap vent clean and the vented cap installed, the problem disappeared completely, confirmed after a route of more than 400 km in all kinds of conditions (car loaded with three people and luggage, highway, mountain pass at 1500 m, altitude, etc.).

Summary

In the first failure (breakage of the front crankshaft seal), the seal was not the cause, but the victim of the overpressure.
En la segunda avería (la catastrófica), el aceite probablemente escapó por la parte trasera del cigüeñal, a través de la estría tipo “cola de cerdo”. Reparado el retén de la polea de cigüeñal, la única vía de salida a la brutal presión interior -debido a que el único respiradero disponible estaba completamente obstruido- eran las mencionadas estrías.
In the third anomaly, and working only with the rocker cover breather -once it was cleaned- and non-vented cap version, the oil came out again from the rear of the crankshaft (clutch-gearbox side), due to internal pressure in the crankcase. Perhaps manageable with the original “pigtail” crankshaft of the 607-05 Gordini engine (more modern and effective in retaining oil) but still too much pressure for the less effective “smooth spline” crankshaft to contain the oil leakage and therefore more sensitive to the slightest overpressure. Overpressure which, eliminated by the vented plug of the 670-04, led to the complete solution of the problem.

Conclusion

The correct ventilation of the crankcase in Ventoux engines is a critical point to check, especially in these vehicles (Renault 4CV, Dauphine, Gordini), all of them with more than 60 years of experience, where it is easy to find partial or total obstructions in the ventilation ducts that also trust all their efficiency to the simple direct exit to the atmosphere.

If you notice that your engine is leaking oil that you cannot explain due to an internal engine problem or you observe leaks that seem to have no logic as to the exit point, check the crankcase ventilation because you may be in for a surprise and you may be able to solve your problem relatively easily.

In the next installment, I’ll give you more details of the crankcase ventilation and breathing system of the Ventoux engines and what solutions Renault adopted and what solutions Renault adopted during the different stages of its life.

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Clutch centering on Renault 4CV and Dauphine: effective and economical homemade tool

JG Classics Administrator — Sun, 15 Jun 2025 17:29:45 +0000

Clutch centering on Renault 4CV and Dauphine

Effective and economical homemade tool

If you are rebuilding the engine of any car one of the unavoidable steps is to correctly center the clutch disc before closing the assembly with the flywheel and pressure plate. In the case of a Renault 4CV or a Dauphine (in our case a Gordini), the problem sometimes is that, due to the small diameter of the primary shaft and the size of the disc, the commercial centering devices are usually too big and do not work for this type of vehicle.

Which tool do I use?

If you look in the official manuals of the time the clutch centering tool appears in the technical manuals under different names depending on the country:

Renault France: Reference Mot. 1354
IKA Renault (Argentina): Reference EMB.02

But something tells me that in no Renault dealer you will find it already in 2025 :-).

After unsuccessfully trying some generic ones (in all of them the smallest bushing size was too big for this motor/clutch), I opted to make a homemade one with easily available materials.

The result is more than satisfactory, and can help you to mount the clutch accurately and smoothly.

Materials needed

All of them can be found in DIY stores, hardware stores or similar:

Aluminum or copper tube of 12 mm outside diameter
Acts as a guide shaft and fits perfectly into the bushing housing in the flywheel.
Solder sleeve for soldering 12 mm copper pipes
This (plumbing) sleeve is mounted in the area of the clutch disc. Its outer diameter fits snugly into the disc spline, with a slight acceptable clearance.

Bronze crankshaft centering bushing (optional)
This bushing is the one that goes on the flywheel (reference Renault 6045759) and costs 5.55 € at Arnaud Ventoux:
https://www.arnaudventouxpieces.com/fr/bague-de-centrage-du-pignon-a-queue-dans-volant-moteur-ref-6045759-572.html

Assembly and use

Insert the 12 mm tube into the flywheel housing. You can lightly grease it if desired.
Slide the copper sleeve up to the area where the clutch disc is located. You will see that its thickness matches the inside diameter of the disc teeth. It doesn’t snap in, but it centers nicely.
Use the bronze bushing, if available, as a back stop to support the sleeve and push it firmly.
Once mounted, the disc is centered and you can tighten the clutch assembly with complete peace of mind.

Details in images

Here are a few images of the tool and its use. You can click on each of the pictures for additional details.

Practical note

Although the sleeve leaves a slight clearance inside the spline, it is minimal and does not affect functional centering. If you want to tighten it even more, you can wrap the sleeve with a layer of metal or body tape. But then you have to pay attention that the tape does not alter the “roundness” of the stem. In short: In view of the result, you really won’t need to supplement any of the parts.

Conclusion

This improvised tool has allowed us to mount the clutch of the Gordini with total precision, without resorting to professional centering devices designed for modern cars. It is a practical and cheap solution that you can reuse every time you work on a 4CV, Dauphine or derivative.

I hope you find it useful!

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Opel Manta: Its hard travel to the classic car

JG Classics Administrator — Mon, 10 Mar 2025 19:37:57 +0000

The Opel Manta, its reputation, and all the jokes around it.

Its hard-fought and hard-working career to reach classic car status

From birth to stigmatization to recognition

The Opel Manta belongs to that generation of so-called “industrial coupes”. Appeared in 1970, living two generations (Manta A and Manta B), and ceased production in 1988 with almost a million units. It is said that almost all classic vehicles go through a “desert crossing” in which they go from anachronistic to old, and from old to classic. The Opel Manta also, but it was also a vehicle that went twice through this “via crucis” of anachronism, denigration and stigmatization – in Germany and Spain, at different times – before becoming a classic with all its rights and recognitions. But that stigmatization was perhaps one of the keys that saved it from oblivion.

Disclaimer and opening remarks: Good humor!

First of all, I will tell you about the preliminaries 😊

We have an Opel Manta ourselves. You can see it here
My first car was an Opel Manta (not the current one shown here) -of which I have indelible memories. And even today, I remember the sensation of sitting for the first time at the controls (a sensation that I have probably never felt in any other car to this day).
The reason for my arrival in the world of classic cars precisely that first Opel Manta, on which I was working on its restoration and commissioning after its “decommissioning from daily car service”.

Please read this article with the perspective that it is written by an owner of not one, but two Opel Manta, -so he has been the first to experience these jokes in the flesh-, always with good humor, but above all with affection and affection for the model, for the personal involvement I had, and still have with it.

Having said that, let’s get started:

How did I know about this "Opel Manta jokes"?

Some years ago, I had the opportunity to work with several German colleagues in a professional project which took about two of years. After sharing many hours of work, it is usual to develop a good friendship, spend time in general talks, talk about life, personal aspects and hobbies – they were actually really nice people all of them. And among others, we were able to share conversations about cars, culture and automotive curiosities.

At that time, I was restoring my first Opel Manta, a car that as I said here at the beginning, at one time was my daily car, and which I had a special affection for. One day, while we were talking about cars, I mentioned my Manta and my conservation work, to my surprise, they looked at me with a smile and then said: “Don’t you know what the fame is here in Germany about the Opel Manta?

And it was then when they told me that there was a whole tradition of jokes about that car and about the archetypal owner of it. They told me that, during the 80’s and 90’s, the car became an icon of what here in Spain would be called “cañí” (“geezerish” in English?), of exaggerated tuning, things like that. And they told me that the ‘Manta-Fahrer’ (Manta drivers) had a reputation for being somewhat peculiar, of a low average cultural level, ostentatious in what in Spain is called a “wannabe” and somewhat what we would say here -sorry for the expression- “chav”, “boy racer” or something like that.

I found that quite funny, and I still remember some of the jokes I was told. The commentary didn’t really bother me, and in fact I found some of them quite witty and proof of how popular culture sometimes gives a life of its own to certain cars and their owners.

The Opel Manta: Today it is a classic car but it wasn't always like this

Over the years, the Opel Manta has gone from being the butt of jokes – in Germany, but also in Spain – to becoming an appreciated classic car, perhaps I wouldn’t say as much as “cult”, but with a fan base that claims it as a classic worthy of admiration, and a part of the population of a certain age group that remembers it as a “very cool” car in its time.

The Opel Manta and the jokes about it in Germany

Let’s go for it, and I’ll tell you about it – and the jokes that went with it in its country of origin. 😊 –

The Opel Manta’s “cheesy” or “boy racer” reputation in Germany clearly began in the early 1980s, and was related to a combination of social, economic and cultural factors specific to the country at that time.

I’ll explain how it came about:

Popularity with working-class youth: In the early 1980s, the Opel Manta B (1975-1988) was an affordable sports car for young German workers, especially in industrial areas such as the Ruhr area. This led to a strong association with working-class and youth sectors:

Being relatively inexpensive, it was accessible to young people looking for a car that looked more expensive and sporty. It was in a way the sports car for those who could not afford Audi, BMW or Mercedes models.
Many owners began to modify it, adding eye-catching accessories such as large rims, sport stickers, aerodynamic kits, and the iconic foxtail hanging on the antenna.

Opel Manta jokes and cultural references in Germany

The Opel Manta (Opel sports model produced in the 1970s-1980s) – but especially the Manta B – quickly became synonymous with automotive kitsch in Germany and gave rise to countless jokes and pranks. In the 1980s and early 1990s, a whole genre of humor arose around the “Mantafahrer” (Mantadriver).

These jokes made fun of the stereotypes associated with the owners of this car, portraying them as young working-class show-offs, not very intelligent, obsessed with tuning their car and with blonde hairdresser girlfriends -yes hairdressers, don’t ask me why, hairdressers- . The popularity of these jokes was such that they transcended the oral joke: Manta became a cultural phenomenon reflected in movies, TV shows and even commercials in Germany. Below, we explore the context and some of the most popular jokes about the Opel Manta, along with their references in German culture.

The stereotypical Manta driver

The typical protagonist of the jokes, the “Mantafahrer”, was described with a number of caricatured characteristics:

Socio-cultural profile: Opel Manta drivers were generically called “Manni” (short for Manfred, and I’ll tell you why below). The archetypal Manta driver was a working-class young man (often from the Ruhr industrial area) with macho manners and who – fairly or unfairly – was neither highly intelligent nor cultured – the problem with stereotypes is that they end up with labels that are difficult to remove.
Her usual companion was “the blonde hairdresser”, that is, the girlfriend with “hydrogen peroxide blonde” hair who works in a hairdresser’s shop.
His car, the Manta: it was his pride and joy and a reflection of status. The vehicle often appeared tuned or modified: lowered suspension, bodywork adorned with sport details (alloy wheels, racing stripes, additional headlights) and accessories such as a fox tail hanging from the antenna and a large “Kenwood” audio brand sticker on the rear window.
His attitude: The driver always drives with his elbow sticking out of the window, a cocky gesture that, according to the joke, even rusted the door because of his sweat.
Education and manner of speaking: a low level of education (at most junior high school, Hauptschule, often repeated) and a speech peppered with colloquialisms such as “ey” or “boah” were attributed to him.

And this was the picture under which the prototypical Opel Manta driver/owner was grouped. This exaggeratedly simple character even resorted to crude pick-up lines, reinforcing his image as a somewhat kitschy, straightforward type.

Jokes and jokes

The humor of the Manta’s jokes came from contrasting this strident and vulgar image of the mantafahrer with everyday situations, taking his supposed cultural and intellectual limitations to the absurd. Here are some of the most popular ones.

Examples of popular jokes about the Opel Manta:

“What’s the shortest joke: An Opel Manta parked in front of the university.”

“What’s left after a fatal crash of a Manta? – A gold chain and a hairdresser in mourning.And why was the funeral held on Monday? – Because Monday is the hairdressers’ day off.”

This joke strings together several clichés of the mantafahrer: after a fatal crash, only the symbols of his lifestyle survive (his ostentatious golden chain and his hairdresser girlfriend crying). And he finishes off the joke by alluding to the fact that in Germany many hairdressing salons are closed on Mondays, so the bride could only attend the funeral on that day.

Horn vs. brakes: In another joke:
“a Manta driver goes to the garage and asks to have his horn fixed; the mechanic tells him that, by the way, he should have his brakes repaired, since they don’t work. The mantafahrer replies: ‘I know… that’s why I need the horn!'”

Crash into the tree: “What does a Manta driver say right after hitting a tree? – ‘That’s weird… but I honked my horn

Brain “brand new”: An anecdote is told of a customer visiting a brain transplant clinic. The doctor shows him several brains and points to a very expensive one saying, “This one is special…it’s the brain of a Manta driver…it’s brand new unused!”

Headlights and sunglasses: “Why do Opel Manta’s carry eight auxiliary headlights? – So that the driver can wear sunglasses at night.”

These jokes – and dozens of other variants – were frequently told in Germany in the late 1980s and early 1990s and became part of popular humorous folklore. The structure is reminiscent of other joke cycles based on stereotypes (such as the leper jokes in Spain, Polish jokes in the USA or Belgian jokes in France), where a group or archetype is the fixed target of the joke. In this case, the Opel Manta and its owner were immortalized in German culture, but in fact as objects of mockery surely more affectionate than cruel, and also portraying the Opel Manta owner-types as naive rather than malicious.

The Opel Manta and its stereotype in Germany
- In German culture, the Opel Manta was associated with tacky drivers, exaggerated tuning, eighties hairstyles and a cocky attitude.
- This stereotype was popularized by the “Manta-Witze” (Manta jokes) and movies such as Manta Manta Manta (1991).
Word play on the license plate “BOH”.
- The car’s license plate shows “BOH EY 80”, which phonetically sounds similar to “Boah, hey!” in German, an expression of astonishment or enthusiasm similar to “Wow!” or “Wow!”.
- “BOH” is an old abbreviation for Bocholt, a city in Germany.
- Currently, cars in Bocholt use the license plate “BOR” (for the district of Borken), and some nostalgic residents want to bring back the old code BOH.

Scene and humor
- A man with a mullet hairstyle, sunglasses and open shirt (classic “Manta Fahrer”) is showing off his car.
- It says: “BOH-EY!!!! Voll der aufgemotzte Manta!!!”, which means something like:
  “BOH-EY!!! A totally tuned-up Manta!”
- The phrase “BOH-EY” plays on the license plate “BOH” and the typical exaggerated way of speaking of Manta drivers.
- At the bottom of the joke, it is mentioned that in the tuning scene in Bocholt they are excited about the idea that the license plate “BOH” can be used again, because it matches their style perfectly.

References in German popular culture

Films “Manta, Manta” and “Manta – Der Film” (1991): The popularity of the Manta jokes was such that it inspired two film comedies that same year.

- Manta – Der Film ( directed by Peter Timm) was released in September 1991.
- Manta, Manta (a few weeks later and directed by Wolfgang Büld), starring the young actor Til Schweiger in the role of a typical mantafahrer.

Both films satirized Manta drivers by taking clichés to the extreme: the plots revolve around races against drivers of other cars (Manta vs. Golf GTI rivalry, parodied as the “Golfkrieg” or Golf war in allusion to the Gulf War) and Manni’s adventures with his hairdresser girlfriend.

These films were quite successful at the box office and helped to establish the Opel Manta as a comic icon of the decade. (In fact, a nostalgic Manta sequel , Manta – Zwoter Teil, was released in 2023, showing the endurance of the Manta cult).

More jokes about the Opel Manta in the German ideologue

Why do Manta drivers carry a bale of straw on the passenger seat?
- “Because the main thing is that she’s blonde.”
What is the greatest thing about a Manta?
- “The bust of the escort.”
Why are Mantas now manufactured without sunroofs?
- “Because who has three arms?”
What is left after a Manta catches fire?
- “A gold chain and a hairdresser crying.”
Why do Manta’s drivers have reinforced antennas?
- “To fit a whole fox.”
Why do the walls of Manta drivers’ garages have a red stripe?
- “Because they always forget to stick their arm in when they come in.”
Why are Mantas now manufactured with 8 headlamps?
- “So that drivers can wear sunglasses also at night.”
Why are Mantas now manufactured 8 meters high?
- “So they can be lowered 7 meters.”
Why do Manta drivers always wear sunglasses?
- “So you don’t notice when they cry about breakdowns.”
Why don’t drivers in Manta use turn signals?
- “Because everyone already knows where they’re going: to the disco.”
How to double the value of a Manta?
- “Filling up the gas tank.”
Why do Manta drivers wear thick gold chains?
- “Lest they forget how ‘fast’ they are.”
Why do Mantas have such large rear-view mirrors?
- “So that their owners can admire their hairstyle with hair gel.”
How can you make a Manta reach 200 km/h?
- “Loading it onto a roadside crane.”
Why do Manta drivers never need an alarm clock?
- “Because the noise of the broken exhaust wakes them up every morning.”
Why do Manta drivers never wash their cars?
- “Because the dirt makes it look like it’s been in a race.”
How can you improve the fuel consumption of a Manta?
- “Leaving it parked.”
Why do Mantas have so much chrome?
- “To distract from the lack of performance.”
Why does a Manta never arrive first at a traffic light?
- “Because its owner is fixing his hairdo in the rearview mirror.”

As I was saying, these jokes reflect the stereotypes and cultural image associated with Opel Manta drivers in Germany during the 1980s and 1990s. It is possible that many of them were not invented in association with the Opel Manta, but there was no lack of those who made the corresponding adaptation, to expand the gloating at the expense of the car and its owners.

Opel Manta on TV and in the media

The German television program “Wetten, dass…” (in English, something like “wanna bet..?“) was one of the most popular broadcasts in Germany and other German-speaking countries since its premiere in 1981. The format of the program consisted of ordinary people placing bets on unusual skills or amazing feats, while celebrities acted as sponsors of the bets, adding a touch of entertainment and spectacle.

On March 2, 1991, the program featured a “Saalwette” (bet in the studio) that reflected the humorous stereotypes of the time associated with the Opel Manta and its drivers. The bet consisted of at least ten Manta drivers, all called “Manni” (short for Manfred), attending the studio accompanied by their partners, who were to be hairdressers. This bet was based on the popular stereotype that portrayed Manta drivers as working-class young men, often called Manni, with girlfriends who worked as hairdressers. The wager was accepted and, indeed, ten “Mannis” with their hairdresser partners showed up in the studio, successfully meeting the challenge and providing a memorable moment in the program’s history.

This event is remembered as a reflection of how popular culture and humorous stereotypes of the time were integrated into mass entertainment programs, consolidating the Opel Manta and its drivers as icons of German culture in the early 1990s.

The scene looked like something out of a joke, but it was real – a sort of meta-humoristic wink to the audience. That such a widely seen show would stage this segment shows how ingrained the stereotype was in German popular culture at the time.

Super, Ingo” advertising (DEA campaign):

Not only movies and TV echoed this; advertising also took advantage of the Manta’s humorous appeal. In the late 1990s, the oil company DEA launched a commercial starring a typical Mantafahrer named Ingo. In the spot, Ingo arrives at a gas station and all the employees enthusiastically tell him, “Super, Ingo!”.

The driver, proud, thinks he is being praised (understanding “super, Ingo” as “great, Ingo”), but in reality he is being warned that he should fill up his Opel Manta with super gasoline (95 or 98 octane, but gasoline) and not diesel.

The comic denouement comes when Ingo realizes the confusion. This ad played on the naivety of the character and shows how the archetype of the mantafahrer was recognizable even in commercial advertising.

An automotive urban legend: Was Porsche the origin of the jokes surrounding the Opel Manta?

As a curious anecdote, over time the rumor arose that Porsche (Opel’s competitor in the German market, although obviously in another market segment) had been the originator of the Manta jokes, supposedly to damage the image of the Opel model.

While there is no real evidence that Porsche invented the Manta-Witze, the mere fact that such a theory exists reflects the impact these jokes had on the car’s public image. True or not, the ploy would have worked: the Opel Manta became so stigmatized (and at the same time, famous) for its jokes that, decades later, it is remembered with a certain nostalgic affection as – this time yes, and not necessarily for the “automotive-technical” reasons – a “cult car” of the 1980s.

So many of its former owners today embrace with humor the cliché to which they were subjected, and the Manta survives in the collective memory, not only for its performance, but for the atmosphere it generated.

In short, the jokes about the Opel Manta constitute a peculiar chapter of German humor: a combination of class satire, automobile parody and genre comedy. Through simple but effective jokes, the “Manta” went from being a car model to a cultural symbol, demonstrating how a vehicle can become the target of a national comic imaginary. These jokes and references are still remembered as part of Germany’s humorous folklore, illustrating German society’s ability to laugh at itself and its popular stereotypes.

Why were Opel Manta drivers known as "mannis"?

The name Manfred has a particularity in German culture because it is traditionally associated with certain characteristics or social clichés. During the 1970s and 1980s, “Manfred” (commonly colloquially abbreviated as Manni) became a typical name to caricature young working-class men, especially from the German industrial area (such as the Ruhr region), without much formal education, but with a striking and exaggerated style.

In the post-war period and during the 1950s and 1960s, the name Manfred was very popular in Germany. This means that, by the time the famous “Opel Manta jokes” appeared (1970s and 1980s), there were many young adults named Manfred, a name that was so common that it could easily represent the average working-class German. So “Manfred/Manni” did not only represent a character, but a whole generation that grew up in West Germany in the 1970s and 1980s.

“Manni” became a sort of humorous synonym for the stereotypical young man who prefers sports cars (especially the Opel Manta), excessive tuning, flashy clothes, gold jewelry, big chains, sunglasses, blonde hairdresser girlfriends, and colloquial idioms. This humorous character used to be represented as superficial, although not in what is understood as “bad”, but rather with a touch of naivety and candor, but a lover of “showing off” and obsessed with impressing others.

So in the films “Manta, Manta” (1991) and “Manta – Der Film” (1991), the protagonists are called “Manni” and represent the cliché with humor and affection: a simple, shallow, but kind-hearted young man whose greatest pride was his modified and customized Opel Manta.

Numerous TV comedians also used the name “Manni” for comic characters because of its brevity, informal sound, and easy pronunciation. And in fact in “Lola rennt” (1998), a famous German film starring Moritz Bleibtreu, the main character is precisely named Manni, a young, impulsive, hard-working boy who gets involved in a criminal problem that he must solve quickly. Although far removed from the original humorous stereotype, here the name “Manni” still evoked the average young German.

And in Spain? The origin

In Spain, the commercial origins of the Opel Manta B were not bad. Although it was highlighted as one of the “cons”(AUTOMOVIL Nº 59, December 1982 and AUTOPISTA Nº 1244, 21-May-1983) the car started as a product with a good image. So certainly the German and Spanish perception was different.

Spain and Germany had – at the time of the 70s and 80s of the last century – different circumstances. It has a lot to do with the cultural, economic and social contexts in which the car was sold in each country. in its first-hand new car stage. I will explain it in detail mentioning similarities and differences between Germany and Spain:

Germany:

In Germany, the Opel Manta (mainly the Manta B model, produced between 1975 and 1988) acquired its peculiar fame due to several specific cultural and socio-economic factors:

Socioeconomic profile of their owners:

The Opel Manta was relatively affordable for the German working class, especially the young and urban working class in industrial areas, closely linked to industrial and blue-collar sectors.
Its affordable price made it possible for young people without great purchasing power to acquire a car with a sporty appearance and the potential to be modified or customized.

Tuning culture and exaggerated aesthetics:

Many owners modified their cars with eye-catching elements, such as spoilers, sporty wheels, fog lights, flashy stickers, gold chains hanging from the rearview mirror, or the famous fox tail on the antenna.

This culture was perceived by a part of German society as tasteless or excessively ostentatious, consolidating a very defined visual stereotype.

Cultural reaction against ostentation:

In Germany, a country where sober vehicles such as Mercedes, BMW, Volkswagen or Audi predominated, the exaggerated aesthetics of the Manta stood out in particular.
This contrast led to their owners being caricatured as unsophisticated or “macarras”, creating a comic stereotype around their figure.

Spain: expensive car with a sporty look.

In Spain, however, the perception was completely different for several key reasons:

Limited imports and market positioning:

During the 1970s and early 1980s, Spain was still living in a relatively closed economy, with strong restrictions on the import of foreign cars.
Opel was seen in Spain as an imported and prestigious German brand, especially in comparison with national brands such as SEAT.
Limited availability meant that Opels, especially sporty models such as the Manta, were considerably more expensive and exclusive than in Germany.

Greater relative exclusivity:

In Germany, Opel was perceived as an affordable and popular brand, but in Spain it was considered more sophisticated and exclusive, I would say at the level of imported cars like Ford Capri or sporty Fiat and Alfa Romeo models. Soon after, the Kadett GSI and its great acceptance (it was -and is- a great car) surely reinforced that image.
This led to the Opel Manta being sold with a higher market positioning, as a sporty and youthful vehicle, but aimed at a customer with higher purchasing power or seeking a certain social prestige.

Less association with exaggerated tuning:

Although there was a tuning culture in Spain, the Opel Manta did not become a massive symbol of this specific modification style.
Exaggerated modifications in Spain -at that time- became more common in more economical cars such as the SEAT Ibiza, Ford Fiesta, Ford Scort or Renault 5. In contrast, the Manta initially retained a relatively more sophisticated or sporty original image.

So to summarize:

Appearance	Germany	Spain
Availability	High	Download
Relative price	Accessible, popular	Expensive, exclusive
Type of buyer	Young, working class	Upper-middle class, affluent young man
Cultural image	Humorous, cartoonish	Sporty, elegant, prestigious
Relationship with tuning	Widespread	More limited

So the key difference would lie in the socioeconomic position of the Opel Manta in each country:

In Germany, because it was inexpensive and easily accessible, the Manta became a popular symbol, the target of mockery and humorous caricatures, with the figure of the “Mantafahrer” as the protagonist.
In Spain, its high price due to importation and its perception as a sporty, elegant and exclusive car meant that it did not originally acquire that humorous image nor did it become a symbol of mass or popular tuning culture.

Decline in Spain: Opel Manta becomes a "kisch" car

The shift towards its perception as a “rowdy” car began mainly during the late 1980s and early 1990s, extending into the early 2000s. And why?

Affordable second hand in the 1990s

Initially, the Opel Manta was expensive in Spain because it was imported, exclusive and prestigious in the 70s and early 80s.
Starting in the late 1980s and especially during the 1990s, many used Opel Manta cars began to arrive on the second-hand market at much lower prices, accessible to younger drivers with less purchasing power.
These new owners were young working class people who began to modify and customize the car with sporty elements, giving rise to the stereotype of the “cheesy” driver.

German and European tuning influences

During the 90’s, the European tuning culture began to clearly influence Spain. Magazines like “Maxi Tuning” popularized the exaggerated aesthetics (or not, depending on tastes, but let’s say “exuberant”, body kits, huge spoilers and showy rims.
The Opel Manta, with its sporty lines and increasingly reduced price, was one of the vehicles chosen by this new youth profile, helping to associate it with a more aggressive or “rowdy” style.

Association with cinema and popular culture

Although the German films “Manta, Manta” (1991) and “Manta – Der Film” (1991) had no impact in Spain, references to this stereotype were indirectly spread, especially among motoring enthusiasts.
In terms of Spanish cinema, there don’t seem to be – or at least I don’t remember them – many references, but there is one that is worth for all of them. 😊The unforgettable scene of the movie “Torrente 2: Mission in Marbella” (2001), related to an Opel Manta: In which the character of Cuco (played by the great Gabino Diego) presents Torrente (Santiago Segura) a new car he has obtained through a car dealer friend of dubious reputation. The car in question is an Opel Manta. In the iconic scene, Cuco gets into the car with Torrente in the passenger seat. When he starts the car, he immediately trips over a curb, causing the vehicle to overturn, generating a comical situation typical of the saga. This scene, by the way, was made by a stuntman, and the Opel Manta used for the scene was specially prepared with interior roll bars to ensure the driver’s safety during the rollover.

Key period of the change of perception: We can place the culmination of the “cani” image in Spain around the years 1990-1995, when the Opel Manta had lost its exclusivity and was already accessible to young people looking for affordable and easy to customize cars. In fact, many -most- of them ended up in scrapyards in an absolutely deplorable state.

So in a quick chronology for Spain:

Until the late 1980s:
The Opel Manta was considered an expensive and reasonably prestigious sports car in Spain.
From the 90’s to the beginning of the 2000’s:
It becomes more affordable, used mainly by young tuning enthusiasts, acquiring the image of “chavy car” reaching at that time the absolute decline (I remember that in Spain was almost impossible to see an Opel Manta that was not either horrendously tuned, or completely destroyed, or a mixture of the two things.

From the 2000’s: The tuned units end up disappearing and those that remain are those that had a better treatment and a quieter life. In Spain appears the “Opel Manta Club” in the early 2000’s (originally it was a MSN chat group) that brings together owners of this model that take care of them, maintain them, and compile documentation around it and it is already beginning to be considered as a classic car.
Today (2025): Opel Manta’s are already considered and cared for as classic cars.

The end of the via crucis: The Opel Manta from "cool" car to (finally!!!) classic car

The transition of the Opel Manta in Spain, from its image as a “camp car” to being considered an appreciated classic, occurred gradually, especially from the early 2000s and clearly consolidated at the end of that decade.

The arrival of the 21st century and the “eighties nostalgia” (2000-2010)

In the early 2000s, a transformation occurred in the automotive culture of key classic cars:

Previously cheap or popular cars (such as the Manta, Ford Capri, Renault Fuego, VW Scirocco) began to slowly disappear from the streets, mainly due to wear and tear, accidents or deterioration from excessive modifications.
As they became scarce, there was a nostalgic revaluation by enthusiasts who were now adults, already with a certain purchasing power, and who remembered these cars as part of their youth. And above all: only those in good condition remained. I, as a great lover of this model for years, still remember with a broken soul to see some Mantas how they had finished or their state of deterioration.

Key factors in the shift to classic:

Progressive shortages:
- From the 2000-2000s, most Opel Manta’s were in poor condition due to aggressive tuning in previous years.
- Specimens in good condition became scarce, increasing their value.
Movement of classics and associations:
- From about 2005 onwards, the classic and retro movement grew enormously in Spain, favoring cars from the 70s and 80s to be accepted as classics.
- Classic associations started to include the Opel Manta in their rallies, events and historic rallies.
- Opel Manta owners from the “classic car” era have already started to maintain and treat them as such, leaving some of them in truly magazine condition.
Influence of magazines and specialized media:
- Magazines such as “Motor Classic”, “Classic Cars” and “Auto Retro” began to include the Opel Manta in articles as an iconic German sports car of the 1970s and 1980s.
- This coverage contributed to improving public perception of the model.
Economic revaluation:
- Starting around 2010, the value of the Opel Manta (especially the original models, without extreme modifications) began to increase, definitively consolidating its status as a classic.

Key moment of the definitive change:

Between 2005 and 2015, especially after the rise of fairs such as Auto Retro Barcelona, ClassicAuto Madrid and other regional rallies, the Opel Manta began to reappear positively valued in collector circles, completely detaching itself from the previous stereotype.
From around 2010-2015, the Opel Manta was firmly established in Spain as a respectable, collectible, and upwardly priced classic car.

Conclusion:

The definitive transformation occurred around 2010, fully consolidated around 2015, when the Opel Manta left – fortunately!!! – behind the stereotype “camp”, “tacky”, “boy racer” (choose the adjective you prefer :-)) to acquire a clear status of classic car, respected, quoted and valued for its historical value, its design and its scarcity (of units in good condition).

And in your home country, how is the Opel Manta viewed in Germany today?

The Manta’s presence in the German tuning scene has diminished significantly. Well-preserved vehicles, especially GT/E models, have seen their value increase and have become sought-after collector’s items. In addition, the possibility of obtaining a historic license plate(H-Zulassung) has increased its appeal among classic car enthusiasts.

Modern initiatives and official recognition:

Opel Manta GSe ElektroMOD: In 2021, Opel introduced the Manta GSe ElektroMOD, an electric version of the classic Manta A. This prototype combines retro design with modern technology, including a 108 kW (147 hp) electric motor and a 31 kWh battery that offers a range of approximately 200 km. This model reflects the trend of revitalizing classic vehicles with powertrains aligned with current market trends.
Philatelic recognition: On April 13, 2017, the German Federal Ministry of Finance issued a postage stamp within the series “Classic German Automobiles” depicting the Opel Manta A, highlighting its relevance in the country’s automotive history.

Opel Manta Clubs Germany

Opel Manta Club Sachsen e.V.– Saxony : Club dedicated to the Opel Manta in the state of Saxony. Organizes events and meetings for fans of the model.

Opel Manta Maniacs Club: Active Facebook community that shares content related to the Opel Manta, including events and photos.

Opel Club Betreuung: Platform that brings together various Opel clubs in Germany, including those dedicated to the Manta.

Opel Manta UK Clubs

Opel Manta Owners Club (OMOC): Founded in 1983, the Opel Manta Owners Club is the leading club in the United Kingdom dedicated exclusively to Opel Manta owners and enthusiasts. With approximately 500 members from around the world, OMOC provides a platform for sharing experiences, knowledge and resources related to the preservation and enjoyment of the Opel Manta. The club organizes national and regional meetings, and provides benefits such as an active forum, parts discounts and an owners’ insurance scheme.

Opel Manta UK Fan Club: This Facebook group is aimed at people who live, breathe and are passionate about everything related to the Opel Manta, Ascona or Cavalier. The page is dedicated to sharing experiences, photos, technical tips and discussions related to these models, fostering an active and engaged community.facebook.com+1en.wikipedia.org+1

Opel Manta Motorsport Group: Another Facebook group that brings together Opel Manta enthusiasts interested in the racing and performance aspect of the vehicle. Members share content related to preparations, motorsport events and specific technical improvements for the Manta.

Opel Manta France Clubs

Opel Classic Club de France (OCCF): It is a non-profit association that brings together enthusiasts of classic Opel vehicles, rare, sports or youngtimers. Founded in 1988, initially as Commodore Club de France, it adopted its current name in 2003 to reflect the growing diversity of Opel models represented. It has more than 200 members in France and other European countries, facilitating collaboration and knowledge sharing among enthusiasts.

It offers the “e-Blitz Magazine”, a blog with articles about the Opel universe, interviews and club news.

Opel Manta Spain Clubs

Opel Manta Club SpainOpel Manta Club Spain: Founded in 2005, Opel Manta Club Spain is the main meeting point for Opel Manta lovers in the country. The club offers its members several advantages, such as.

Access to technical documentation: Members can consult detailed information on the maintenance and restoration of the Opel Manta.
Discounts on services and products: Agreements with companies in the automotive sector allow members to benefit from special prices on spare parts, maintenance services and other related products.
Participation in meetings and events: The club organizes national and international meetings, providing the opportunity to share experiences and knowledge among fans.

In addition, Opel Manta Club Spain maintains an active presence in social networks, facilitating interaction between members and followers.

Conclusion

The perception of the Opel Manta has shifted from being the subject of humorous stereotypes, jokes and a reputation as a decadent car to becoming a revered classic, reflecting a cultural revaluation and renewed appreciation for its design and historical legacy in the German automotive industry. This change reflects a cultural revaluation and a renewed appreciation for its design and historical legacy in the German automotive industry. Recall that – loved or reviled – nearly one million Opel Manta’s left the plants in Bochum and Rüsselsheim in Germany and Antwerp in Belgium.

Long live to Opel Manta!

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Choosing a classic car without losing money: investment or passion?

JG Classics Administrator — Thu, 06 Mar 2025 00:59:30 +0000

How to choose a classic car without losing money (i)

Investment or passion?

Classic cars can be a source of personal satisfaction and, at the same time, an interesting investment. However, the balance between passion and profitability is not always easy to achieve. In this article, we explore how to choose a classic car that not only thrills you to drive, but also maintains or increases in value over time. In this article I provide you with some data that you may find useful, but in a second part I will provide you with more precise price evolution tables.

1. Define the objective: Passion or investment?

Before buying a classic car, it is essential to ask yourself: do I want a car to enjoy it or for it to appreciate in value over time? Both approaches can coexist, but the purchase strategy changes depending on the objective.

If you are looking for passion: Prioritize design, history and driving experience. Profitability takes a back seat.
If you are looking for investment: You should study the demand, the scarcity of the model and the market trend. Some classics have shown steady appreciation, while others have lost value.

2. Choose between a "popular classic" or an "exclusive classic".

Not all classic cars have the same appreciation potential. There are two main investment categories in the market:

Popular classic: More affordable models, generally manufactured in large volumes, such as the MGB, Alfa Romeo Spider, VW Beetle or iconic SEAT or Renault models manufactured between the 60s and 70s of the last century. They are accessible cars, with easy-to-find spare parts and relatively inexpensive maintenance. However, their revaluation is uncertain, as the abundance of units limits their exclusivity.
Exclusive Classic: Rare models, produced in limited quantities or with a high historical value, such as the Ferrari 250 GTO, Jaguar E-Type Series 1 or Mercedes 300SL Gullwing. These cars tend to maintain or increase in value due to scarcity and high demand, but their entry price is high and generally out of reach for most enthusiasts.

The challenge lies in finding a balance. There are mid-high range models, such as the classic Porsche 911 or the Lancia Delta Integrale, which combine a price that is still reasonably affordable (in terms of investment, although a significant outlay is required) with a constant revaluation. In a more moderate but equally interesting line, you have the English roadsters, very attractive, and with a more affordable price than their two relatives -German and Italian-, previously mentioned.

3. Condition, authenticity and restoration costs

The state of preservation of a classic car directly influences its value. Factors to review (advisable):

Originality: A car with original parts and without extreme modifications has a higher value.
Maintenance history: A detailed record of repairs and restorations is key for potential buyers.
Absence of rust and structural damage: The restoration of a car with serious problems may exceed its market value.
Attention to restoration needs: A crucial aspect to consider is that certain restoration works, such as upholstery, bodywork or paint, have similar costs in both an affordable and an exclusive model. However, the percentage of the restoration cost versus the listed value varies greatly. On a low-priced classic car, a complete restoration may exceed its market value, while on an exclusive model it may represent only a fraction of its final price and significantly increase its value.

Examples of typical restoration costs:

- Complete upholstery with professional finish: Between 2,000 and 3,000 €.
- Quality paint and plate work: Between 2,000 and 3,000 €. Be wary of the “breaker” offers of very cheap prices for painting a whole car. In this type of work is very applicable the saying that “to buy cheap is to buy twice”.
- Necessary spare parts and adjustments (even if the car is in good condition): Count an imponderable of at least €1,000 in parts such as gaskets, covers, pilot frames in poor condition, dashboard controls that do not work, brake adjustments, among others.
- Instrumentation and clockwork: If the car is of a certain age and has mechanical instrumentation, it can be expensive to repair or replace. For example, a tachometer for an MG TD can cost around 500 €, while a mechanical oil pressure gauge for an English car can range between 250 and 300 €. If these items are found to be faulty, it is advisable to negotiate with the seller to either a) replace them before the sale or b) adjust the price according to the replacement cost.
- Repair of rims: If they are bent, bent, rusted, or damaged in general, consider between 100 and 200 euros per rim to be repaired. Special attention to the spoke rims and more if they are chromed. The price can become more expensive. Attention also to the tires: In very old cars (from the year 60 back, the unusual measures -for the current standards- will make the cost per wheel higher as well. Count between 150 and 200 euros more per wheel in case of tire replacement.

4. Maintenance and insurance costs

A key aspect to evaluate before buying a classic car is the level of one’s own mechanical knowledge and the availability of facilities to carry out repairs oneself. If this is not possible, it is important to consider that labor costs can be high, since in these cars the time needed to repair a breakdown can be uncertain. In many cases, certain interventions require more hours of work than expected, which can significantly increase the bill if an outside professional must be called in.

In addition, it is important to be willing to buy spare parts outside the country. In the European Union, this is not a problem, as all suppliers within the EU sell to any other member country without restrictions. However, if buying from the UK, be aware of the additional import fees that apply since Brexit. Generally, when importing parts from the UK to the EU, these should be considered:

Import tariffs: For most spare parts, the standard tariff is 4%, although it may vary according to product classification.
VAT: VAT must be paid in the country of destination, which may be an additional 19% to 25%.
Customs handling fees: Shipping and courier companies may apply additional fees for customs clearance, generally between €20 and €50.

Before making a purchase, it is advisable to make an estimate of these additional costs – if you think you may have them – to avoid surprises.

In any case, far from being a barrier, buying abroad is often the best solution to find spare parts that are difficult to obtain in the local market.

Therefore, to summarize:

A classic car will generate expenses in maintenance, parts and insurance. Before you buy, consider:

Parts availability: Some brands have readily available parts, while others, as I mentioned to you, require importation. It is advisable to check the costs of major spare parts at different suppliers. different suppliersas they may vary according to the brand. For example, for British cars such as MG and Triumph, you can consult catalogs from suppliers such as MOSS Europe o Limora. For classic Renaults, there are French specialists such as Arnaud Ventoux Pièces. In addition, some brands such as BMW, Mercedes and Volkswagen have classic maintenance programs that offer original spare parts, although often at a high cost. Evaluating the availability and prices of spare parts before purchase is key to avoid surprises.
Maintenance cost: Cars with complex mechanics can be costly to maintain.
Type of insurance: There are specific insurances for classics with coverage adapted to their occasional use. It is not usually a big outlay, and by the way, I advise you to insure fully comprehensive. It is possible to do so. See here.

5. The importance of convertibles in revaluation

Convertible cars tend to have a higher appreciation in the classic market. Their aesthetic appeal, unique driving experience and lower production compared to their closed versions make them more coveted. For example, a Volkswagen Karmann Ghia cabrio is often priced significantly higher than the coupe version, reflecting this market trend.

Currently, in the classic market, a Volkswagen Karmann Ghia coupe from the 60s and 70s can be found in the range of 25,000 – 35,000 €, depending on condition and originality. However, the convertible version of the same model usually exceeds 40,000 €, and in some well-restored cases, reaches 50,000 € or more. This difference is due to the lower production of the cabrio versions and their greater appeal among collectors and enthusiasts.

6. Models with the highest revaluation in recent years

Classics with an average price of more than 45,000 euros (*)

Model	Year of manufacture	Average price
Ferrari 250 GTO	1962-1964	50.000.000 €
Mercedes-Benz W196	1954-1955	22.700.000 €
Duesenberg SJ	1932-1937	4.500.000 €
Ferrari 212 Export	1951-1952	3.000.000 €
Ferrari F40	1987-1992	700.000 €
Chevrolet Camaro IROC-Z	1989	100.000 €
Volvo 850	1990	50.000 €

(*) Average market prices as of March 2025

Classics with an average price between 12,000 and 45,000 euros (*)

Model	Year of manufacture	Average price
Porsche Boxster (986)	1997-2004	15.000 €
Mercedes-Benz SL 500 (R129)	1989-2001	18.000 €
BMW M5 (E34)	1988-1996	25.000 €
Lancia Delta HF Integrale	1988-1994	40.000 €
Jaguar XJ6-L Series II	1978	12.000 €
Volkswagen Karmann Ghia Cabrio	1960-1974	35.000 €
Citroën DS 21 Pallas	1967-1972	30.000 €
Alfa Romeo Spider (Duetto)	1966-1994	22.000 €
Ford Mustang (1st generation)	1964-1973	28.000 €
Chevrolet Corvette C3	1968-1982	32.000 €
Triumph TR6	1969-1976	30.000 €
Triumph TR3	1955-1962	32.000 €
MG A	1955-1962	35.000 €
Austin-Healey 3000	1959-1967	42.000 €

(*) Average market prices as of March 2025

Classics with an average price up to 12,000 Euros (*)

Model	Year of manufacture	Average price
Volkswagen Beetle	1960-1970	8.500 €
Citroën 2CV	1970-1980	7.800 €
Fiat 500	1960-1975	9.200 €
MG Midget	1961-1979	9.000 €
Renault 4	1961-1992	6.500 €
Triumph Spitfire MkIV/1500	1970-1980	9.500 €
MG B Rubber Bumper	1974-1980	9.800 €
Volkswagen Golf Mk1	1974-1983	9.000 €
SEAT 600	1957-1973	7.500 €
SEAT 127	1972-1983	6.800 €
SEAT 1430	1969-1976	8.200 €
Renault 8	1962-1973	9.000 €
Simca 1000	1961-1978	5.700 €
Renault 5 GT Turbo	1985-1991	11.500 €
Fiat Panda 100HP	2006-2010	2.800 £

(*) Average market prices as of March 2025

Here are some models that have shown a remarkable revaluation in recent years:

- Maserati MC12: This Italian supercar has seen a 53% increase in value from €2,047,480 in December 2023 to €3,131,440 in December 2024.
- Fiat Coupé: This 1990s model has seen its price double in a short time, from 4,000 to 7,000 euros in 2020.
- Porsche 911: The iconic German sports car has maintained an upward trend in valuation, establishing itself as a solid investment in the classic market.
- Alfa Romeo 147 GTA (2001-2005): This modern model with a 3.2-liter engine has been identified as a promising investment, with a current value of around £8,500 and upside potential.
- Austin-Healey 3000 (1959-1967): This British classic is recognized for its revaluation potential, with prices ranging from £45,400 to £87,500.

So, when considering the acquisition of a classic car as an investment, it is essential to evaluate factors such as originality, state of preservation and demand in today’s market. Models that combine history, attractive design and limited production usually offer greater opportunities for appreciation.

7. Data and tables : Classical models and their price evolution

Comparison 1990 Vs 2020

Here is a selection of 26 European classic cars manufactured between 1950 and 1990, with different price ranges and their evolution in the market:

Model	Country of origin	Years of manufacture	Price in 1990	Price in 2020	Increase (%)
Volkswagen Beetle	Germany	1938 – 2003	€5,000	€15,000	200%
Citroën 2CV	France	1948 – 1990	€4,000	€12,000	200%
Fiat 500	Italy	1957 – 1975	€6,000	€18,000	200%
Mini Cooper	United Kingdom	1959 – 2000	€8,000	€24,000	200%
Renault 4	France	1961 – 1992	€3,500	€10,500	200%
Volkswagen Golf Mk1 GTI	Germany	1976 – 1983	€10,000	€30,000	200%
BMW 2002	Germany	1968 – 1976	€12,000	€36,000	200%
Mercedes-Benz W123	Germany	1976 – 1985	€7,000	€21,000	200%
Alfa Romeo Spider	Italy	1966 – 1993	€9,000	€27,000	200%
Porsche 911 (964)	Germany	1989 – 1994	€25,000	€75,000	200%
Lancia Delta Integrale	Italy	1979 – 1994	€15,000	€45,000	200%
Jaguar E-Type	United Kingdom	1961 – 1975	€40,000	€120,000	200%
Ferrari 308 GTB	Italy	1975 – 1985	€35,000	€105,000	200%
Aston Martin V8 Vantage	United Kingdom	1977 – 1989	€50,000	€150,000	200%
Lamborghini Countach	Italy	1974 – 1990	€80,000	€240,000	200%
Peugeot 205 GTI	France	1984 – 1994	€5,000	€15,000	200%
Renault 5 Turbo	France	1980 – 1986	€10,000	€30,000	200%
Citroën DS	France	1955 – 1975	€12,000	€36,000	200%
Saab 900 Turbo	Sweden	1978 – 1998	€8,000	€24,000	200%
Volvo P1800	Sweden	1961 – 1973	€14,000	€42,000	200%
MG B	United Kingdom	1962 – 1980	€6,000	€18,000	200%
Triumph TR6	United Kingdom	1968 – 1976	€7,000	€21,000	200%
Lotus Elan	United Kingdom	1962 – 1973	€10,000	€30,000	200%
Bentley S2	United Kingdom	1959 – 1962	€25,000	€75,000	200%
Rolls-Royce Silver Shadow	United Kingdom	1965 – 1980	€20,000	€60,000	200%
Volkswagen Karmann Ghia	Germany	1955 – 1974	€8,000	€30,000	275%

This data reflects how a variety of European classic cars, from popular models to luxury vehicles, have experienced increases in value over the years, making them attractive options for enthusiasts and investors alike.

Data sources

The price estimates and value developments for classic cars in this article have been obtained from a variety of sources, including:

Business Insider: Analysis of the evolution of classic car prices.
Autopista.es: Maintenance and overhaul costs for classic cars.
Alfonso Figares: General maintenance costs of classic vehicles.
Engine-4: Impact of use and age on maintenance costs.
Forums and chats: Experiences of classic car owners.

For greater accuracy, it is recommended to consult updated sources such as specialized auction houses (RM Sotheby’s, Bonhams) or price guides such as Hagerty and Classic Trader.

The dark side of classic car appreciation: between appreciation and speculation

The rise in prices of classic cars has had a positive effect on their appreciation, as many models that were once viewed simply as old cars are now recognized for their historical and cultural value. Moreover, in many cases, this increase has made restorations economically viable, allowing examples that would otherwise have ended up on the scrap heap to be rescued and restored to their original splendor.

However, this phenomenon has also brought with it a downside: speculation and the transformation of the market into a space sometimes dominated by investment rather than passion.

Financial interest has artificially inflated prices, driving these cars away from true enthusiasts, who value them for their history, mechanics and enjoyment on the road, and placing them in the hands of collectors and investors who see them only as assets with appreciation potential. As a result, many classics are left in unused storage, waiting for the opportunity to be sold at a profit, instead of being enjoyed and kept in circulation. This speculative bubble not only makes it difficult for new enthusiasts to gain access to these vehicles, but also alters the dynamics of collecting and restoration: they are no longer restored for the love of the car, but for the profitability of the operation.

This paradigm shift is detrimental to the authentic hobby and the preservation of the automotive heritage, as access to classics is restricted to those who can afford to pay increasingly higher prices, to the detriment of those who would really care for them and maintain them in the spirit in which they were conceived. Thus, the market ceases to be a space of enthusiasm and automotive culture to become a financial game, where speculation takes precedence over passion and the legacy of these vehicles is at risk of becoming a mere luxury commodity.

Conclusion

Choosing a classic car can be both an emotional and financial decision. Evaluating the balance between enjoyment and profitability is key.
While some models may offer steady appreciation in value, the passion for driving and the history behind each vehicle remain determining factors for many enthusiasts. The key is to know the market, analyze maintenance and restoration costs, and be realistic about additional expenses that may arise.
In addition, the availability of spare parts and ease of maintenance are essential to prevent the investment from becoming a disproportionate expense. Those with mechanical expertise and the space to do the work themselves can significantly reduce costs and improve the value of their vehicle.
Finally, being open to international purchasing can expand opportunities to find the ideal model, especially in markets with greater supply. Leveraging specialized suppliers and understanding import duties and taxes allows you to make informed decisions and avoid unexpected costs.
In short, a classic car is not only an economic investment, but also an investment in experience, history and emotion. With good planning and the right choice, you can enjoy a classic without losing money and, in the best case, see its value increase over time.
Finally, buying a classic car on speculation alone can backfire on the investor, contributing to an inflated and unstable market. Artificial rises limit access to true enthusiasts and can lead to steep drops in value. The best investment in a classic is not only financial, but also emotional: it should be bought to be enjoyed, not just to wait for appreciation.

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MG classics in movies-MG TD

JG Classics Administrator — Tue, 04 Mar 2025 15:01:52 +0000

MG Classic Cars in Movies and Television:

MG TD

A tour through some of the movies and series where you can see classic MG cars.

Since its founding in the 1920s, MG (Morris Garages) has been synonymous with affordable and stylish British sports cars. With their unmistakable design and dynamic spirit, MG models have found a special place not only on the roads, but also on the big and small screen.

Movies and television have taken advantage of the charisma of these vehicles to reflect different eras and lifestyles. Whether on the California coast, on a European highway or in the vibrant London of the 1960s, MGs have been the protagonists and companions of unforgettable characters. From the MG TD, which became a post-war icon, to the MGA and MGB, which symbolized the evolution of the British roadster, these cars have appeared in classic movies, cult series and even in recent productions that seek to evoke the nostalgia and glamour of decades past.

From the MG TDwhich became an icon of the post-war era, to the MGA and the MGBwhich symbolized the evolution of the British roadster, these cars have appeared in classic movies, cult series and even in recent productions that seek to evoke the nostalgia and glamour of past decades.

Join us for several episodes on a journey through some of the most iconic movies and series in which MGs have shone on screen, proving that these cars are not only a part of motoring history, but also of film culture. 🚗🎬

The MG TD at the Movies: A Post-War Classic on the Big Screen

Monkey Business (1952) – In this Howard Hawks comedy, an MG TD convertible plays a prominent role. Cary Grant’s character, under the effects of a youth serum, impulsively buys an MG TD to impress Marilyn Monroe’s character (his secretary) and invites her for a ride. This triggers several driving shenanigans on the streets of Los Angeles, including a crash into a fence during a wild youth race.

The car itself became famous: years later it was auctioned as part of Debbie Reynolds’ collection, still with the dent in the radiator from the crash scene.

Something Money Can’t Buy (1952) – British film in which an MG TD briefly appears. While not the main focus, the British convertible is seen in one scene as the vehicle of one of the characters, representing the typical post-war sports roadster that provided a touch of British elegance in the film’s setting (UK, early 1950s). (Although the role is minor, the model is recognizable by its distinctive front fenders and grille).

Sergil chez les filles (1952) – French crime thriller where the detective Sergil drives around in an MG TD. In one of the urban scenes set in Paris, the protagonist is seen driving a black MG TD, a typical English sports car of the time, which adds a stylized element to the detective atmosphere of the film.

(MG TD reinforces the cosmopolitan air of postwar Paris in this film.

In fact, the film celebrates the MG TD’s joyful traveling spirit, in line with the “typical British” image of the roadster; not for nothing does it appear on screen alongside great Italian stars such as Vittorio De Sica and Alberto Sordi.

Knock on Wood (1954) – In this Danny Kaye comedy (Spanish title: Un tocado de miedo), set partly in Europe, a red MG TD appears in a chase scene. The tiny British convertible is part of a comic sequence in which Kaye flees from international spies; its nimble size allows it to weave through traffic, adding visual humor to the chase (taking advantage of the contrast between the tiny MG and the larger American cars of the time).

Abbott and Costello Go to Mars (1953) – Despite the title, much of this comedy takes place in New Orleans. In an early scene, Bud Abbott and Lou Costello come across an MG TD during a Mardi Gras parade. The sleek open-top roadster appears briefly onscreen in festive finery, serving as a carnival vehicle before the protagonists accidentally take off in a rocket. (The MG TD adds a visual nod to the era, depicting the “earthly” and mundane life the characters leave behind as they go into space.)

On the Beach (1959) – Post-apocalyptic drama where, ironically, an MG TD figures in the last automobile race before the end of the world. At the beginning of the film (set in Australia after a nuclear war), an automobile Grand Prix is held and an MG TD with the number 29 competes on the track. The car, equipped with a roll-over hoop, is briefly driven by a stuntman. It is a melancholy scene: the characters enjoy one last moment of normality and passion for motoring, with the little British MG racing among other classic vehicles before the final catastrophe.

Kiss Me Deadly (1955) – Film noir where an MG TD makes a remarkable cameo in a night sequence. Towards the beginning of the film, detective Mike Hammer is driving along a dark road when he comes across a classic sports car; a brief shot identifies a white MG TD parked near a gas station, illuminated by headlights. Although it does not intervene in the plot, its presence sets the scene in the 1950s and enhances the noir tone (lights and shadows on the vintage bodywork). (Interestingly, this fleeting appearance of the MG reflects the period’s taste for European sports cars in California).

Souvenir d’Italie (1957) – Italian comedy in which three young tourists travel around Italy aboard a green MG TD, which practically acts as the “fourth protagonist” of the story. For much of the film, the girls are seen traveling through beautiful Italian landscapes in this classic convertible, living adventures and romantic entanglements on the road. In fact, the film celebrates the MG TD’s joyful, traveling spirit, aligned with the roadster’s “typical British” image; not for nothing does it appear on screen alongside great Italian stars such as Vittorio De Sica and Alberto Sordi.

Two for the Road (1967) – Romantic comedy-drama (Spanish title: Dos en la carretera) starring Audrey Hepburn and Albert Finney. In flashbacks that narrate the happiest stage of their marriage, the couple travels through France in a green MG TD, which becomes the symbol of their romantic adventure. For much of the film we see them driving through the beautiful landscapes of Normandy in this classic little convertible, sharing laughter and songs. The MG TD represents their youthful freedom and complicity, contrasting with the more luxurious and cold cars they use in later stages of their relationship. (In fact, these scenes with the MG are among the most remembered, and the vehicle became linked to Audrey Hepburn’s charm in the moviegoer’s imagination).

Clue (1985) – Comedy mystery set in 1954. In the opening sequence, each guest arrives at the mansion in a car matching his or her board game alias. Mrs. White drives a two-tone (black and white) MG TD, matching her name. She is seen parking the little roadster in front of the house, along with other colorful cars of the other characters (for example, Colonel Mustard arrives in a yellow Cadillac). Mrs. White’s MG TD, classic and elegant, reflects her affluent status (her late husband was a millionaire) while bringing period authenticity to the opening scene. (This detail appears in the movie trivia and delights fans, as each car is an “easter egg” related to the Cluedo names).

Quackser Fortune Has a Cousin in the Bronx (1970) – Romantic comedy set in Dublin. Margot Kidder plays a wealthy American student who catches the heart of the eccentric Quackser (Gene Wilder). Kidder’s character travels around the city in a cream MG TD, and in more than one scene she has Quackser as a passenger.

This Irish MG TD (locally assembled in 1953) appears in key moments, including an amusing escapade through the streets of Dublin where the couple flees from streetcars. The convertible adds visual contrast: Quackser, a humble horse-drawn cart manure salesman, living an impromptu idyll aboard a refined English sports car.

Mona Lisa Smile (2003) – Drama set in 1953, in which one of the students at Wellesley College drives an MG TD. Giselle (Maggie Gyllenhaal), the more liberal-minded student, arrives on campus behind the wheel of a red MG TD in the middle of a snowy winter, mildly shocking her conservative classmates. The car appears in several scenes, for example parked outside the dorm and taking the girls for a ride. The MG TD underscores Giselle’s transgressive personality – it’s an unconventional foreign sports car and convertible for a young woman in the 1950s – and adds authenticity to the period setting with its classic styling.

Model Shop (1969) – French-American drama directed by Jacques Demy. The protagonist, George (Gary Lockwood), is an unemployed young man who drives across Los Angeles in his car, a white 1950 MG TD, as he searches for meaning in his life. The MG TD is practically George’s “companion” throughout the film: we see him drive down Sunset Boulevard, stop at gas stations and diners, and even learn that they’re going to repossess his car if he doesn’t pay $100 – which drives part of the plot. Thanks to this vehicle (small, without a top), the director shows us the city of Los Angeles in 1969 from the open perspective of a classic roadster. (The constant presence of the MG TD and the emphasis on saving it from repossession reflect George’s attachment to the freedom the car represents.)

Once Upon a Time in… Hollywood (2019) – In this recreation of 1969 Hollywood by Quentin Tarantino, classic cars of the era abound, including an MG TD. During the party at the Playboy Mansion, a black MG TD is seen parked in the mansion’s courtyard, among other luxurious cars of famous guests【42†】】. The convertible appears in a wide shot adorning the driveway next to the fountain, bringing authenticity to the scene – many wealthy young Los Angeles men drove European sports cars in the 1960s. Although it’s a background detail, motoring fans can identify the MG TD as part of the carefully selected props to revive the 1960s atmosphere. By the way, in the movie trailer video, you can see a VW Karmann Ghia at the 00:40 second mark.

The Queen of Spain (2016) – Spanish film set in the 1950s. In a sequence showing the hustle and bustle of filming at Cinecittà studios in Rome, a dark green MG TD is seen driving around the set among the technical crew and actors. The classic convertible serves as a utility car to transport star Macarena Granada (Penélope Cruz) around the studio, reflecting the glamour of the era. The MG TD adds a touch of vintage realism, as in 1950s Spain these English sports cars were a symbol of distinction and often used in international film productions coming to the country. (Its appearance is brief – in the second 00:22 of the trailer I attach, but remarkable for classic car enthusiasts).

Rocketman (2019). – Musical biopic of Elton John. In scenes recreating the 1950s and 1960s in England, several vintage cars are included, including an MG TD. For example, when Elton John (Taron Egerton) was a child in the suburbs of London, a neighbor shows off a blue MG TD parked in front of the houses, catching the curious gaze of little Reginald Dwight. Later, in a fantasy sequence to the tune of “Saturday Night’s Alright,” an MG TD is fleetingly spotted amid vintage traffic. Although not central to the story, the MG TD contributes to the historical setting – a nod to the British car culture that surrounded Elton John’s childhood and youth.

Celia (RTVE, 1993)A Critical Look at Early 20th Century Spain – Celia is a RTVE series broadcast in 1993, based on the novels of Elena Fortún. Although its protagonist is a girl, it is not a children’s story, but a sharp portrait of the bourgeois society of the early twentieth century, with a strong criticism of rigid education, the role of women and class differences.

Directed by José Luis Borau and starring Cristina Cruz Mínguez, the series stood out for its careful setting, although it introduced some artistic licenses, such as the appearance of an MG TD from the 1950s, anachronistic for the time of the story. Its inclusion adds a touch of sophistication and reinforces the visual aesthetics, prioritizing the evocation of a style over historical fidelity. This series has the curiosity that our MG TD unit was used.

School Ties (1992) – Drama set in an elite school in 1955. One of the wealthy students arrives on campus with a cream MG TD convertible. In the welcome scene, as the other boys unload trunks, Charlie Dillon’s character (Matt Damon) shows off his MG TD, symbolizing his privileged and somewhat presumptuous status.

The car appears parked in front of the dormitories, attracting the attention of everyone, including the protagonist (Brendan Fraser), who comes from humble origins. The MG TD functions as a symbol of social class in the film – a luxury reserved for the school’s “good kids” – and reinforces the story’s underlying conflict of envy and differences.

MG TD - Other appearances

Brief mention of other appearances – In addition to the above, the MG TD has been seen in numerous films and series over the decades. For example, it appears in small cameos in racing or youth films from the 1950s such as Hot Rod Girl (1956), Dragstrip Riot (1958) or Teenagers from Outer Space (1959); also in espionage and action scenes such as Experiment in Terror (1962), Dr. Goldfoot and the Bikini Machine (1965) or the parody James Dean: Race with Destiny (1997). In recent cinema, an authentic or replica MG TD has appeared in titles set in the mid-20th century such as Relative Values (2000), The Aviator (2004) – briefly on a Hollywood film set – and even in animation(Sir Billi, 2012, where Sir Sean Connery lends his voice to an old man driving an animated MG TD). In short, the MG TD – an iconic 1950 British roadster – has left its mark on the big screen: whether as the main vehicle for nostalgic or rebellious characters, or as a period detail to lend authenticity to post-war settings, its presence adds an unmistakable classic charm.

This compilation includes some of the most notable appearances, but there are many more. In the video “Classic Cars in Movies”, from which I have selected some excerpts here, you can discover more moments in which these iconic vehicles shine on the big screen. I invite you to watch it and continue exploring the presence of classic cars in movies.

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Government approves new regulations for historic vehicles

JG Classics Administrator — Tue, 10 Sep 2024 15:18:34 +0000

The Spanish government has approved the new regulations for historic vehicles.

Effective October 1.

New regulations for historic vehicles 2024

On September 10, 2024, around 16:00 (CET), a press release appeared on the official website of the press release appeared on the official website of the Dirección General de Tráfico (Traffic Department).
The Council of Ministers has finally approved the new regulation for historic vehicles, and it is expected to come into force on October 1, 2024, which is when it should appear in the Official State Gazette.

This new regulation is in fact an update of the old regulation on historic vehicles, which was some thirty years old.

You can download the DGT press release by clicking here.

The regulation is designed to adapt to the standards of the rest of the European Union countries regarding classic and historic vehicles.
Until now, the procedures to classify a vehicle as historic were difficult, expensive, and sometimes impossible.

To begin with, a project and laboratory report certifying the authenticity of the model was required.
Occasionally, you could find that some modification made on the particular unit – and that it was arguable that it “broke” the authenticity of the model/unit – was not accepted by the laboratory, which could block the process.

And in any case it was a procedure that took considerable time and also had a cost that could be around 1000 euros.

In this new regulatory model, the role of the clubs will be much more relevant in the whole process, since part of the “certification” of authenticity of a model in order to process it as historic will fall on them.
Obviously, a level of preservation and authenticity will still be required, but the criteria for assessing authenticity have also been revised.
We will come back to this in the coming weeks, as soon as the final text is published.

The regulation is designed for vehicles that are currently registered in Spain.
Imported historic vehicles will still have to go through the same – or similar – procedures as before.

The cataloguing of historic vehicles will allow to keep the original license plate of the vehicle by adding a “VH” badge to it, the ITV’s periods can be extended up to 4 years depending on the age of the unit -previously it was up to 5-, and they are supposed to have some facilities to circulate in a limited -but reasonably permissive- way through the Low Emission Zones.
It is true that this last point will surely depend on how each municipality applies it, but we expect an improvement in this aspect.
On the subject of the cataloguing and use of historic vehicles in Low Emission Zones, it would be desirable -although this is only our opinion- that a reasonable and non-abusive use of the same be made to avoid that the law could suffer future restrictions if an abuse of the same is detected.
But this already belongs to another area of debate.

In any case, when the final text appears in the BOE, we will comment on it and try to interpret it point by point in order to evaluate the pros and cons of each one of them.

Be that as it may, what is really obligatory is to express our gratitude to the federations and clubs, who have worked very actively for years – literally – for this new law to see the light of day.

Hopefully it will help and serve as recognition to all the enthusiasts who contribute to keep alive the industrial heritage of these classic vehicles, in any of its modalities, ages, and styles.

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MG TD – 1950 Roadster. Our new acquisition

JG Classics Administrator — Fri, 06 Sep 2024 06:37:00 +0000

MG TD: 1950 English Roadster new to the JG Classics Fleet

A true journey into the automotive past

MG TD - Automotive design 30's of the 20th century

We announce the arrival of a new member to the JG Classics family. We have acquired a beautiful MG TD. It is one of the first manufactured. It has the production number 880 (of about 50000 that were manufactured). It left the factory on March 6, 1950. 74 years and six months old as of the publication date of this post! And here you can see it:

Although the first unit of the MG TD left the Abingdon factory in England in 1949, the MG TD is actually – it could be said – the fourth generation of the T series, whose first models were the TA, then the TB – which, after few units produced, was discontinued due to World War II – and the TC (manufactured after the end of World War II in 1945) until 1949.

Although with the same 54 hp 1200CC XPAG engine as its predecessors, the TD incorporated some structural improvements in chassis, braking, and other elements, and was the first T-series model to produce left-hand drive units -although ours is right-hand drive-.

If you want to see more details of the history of the MG TD, this excellent article will provide you with interesting information.
You can click HERE to view it

MG TD - Reconditioning and improvement works

At this moment we are preparing the vehicle to make it available in our fleet.
We have already finished some works such as:

Brakes: Change of brake cylinders, brake shoes, revision of brake drums and start up of the brake light circuit.
And of course a total replacement of the brake fluid, which came out of a color that denoted many years of not having been replaced.
Rear lights: We have replaced the rear light bulbs (they were in pretty bad shape), and we have added directional lights (turn signals). Thanks to a supplier in Stafford, UK, we have installed the equivalent of the Lucas L875 turn signals. We will update our list of suppliers with their reference, but for the moment you can find them here. It is important to mention that the first MG TDs did not have steering lights. In this unit, during its previous life, they adopted a solution placing them inside the original pilot lampshade with a result that -being benevolent- we can qualify as simply “possible to improvable”.
The analog tachometer clock. A small jewel of the car’s dashboard: This model has a mechanical clock integrated in the tachometer dial. For some amazing reason, it was stopped and disconnected. To our -pleasant- surprise, we just had to give it voltage and make a permanent 12V power supply circuit to start it up. Now it has been working for a month and a half with millimetric precision :-).
Temperature thermometer: Replaced.
In this model it is a mechanical thermometer that works by liquid expansion inside a capillary that joins the probe to the instrument.
Fuel tank: We have replaced the gauge that activates the light on the panel that comes on when there is little fuel left (it is activated when there are about 8 liters left).
After this change, and the change of the light itself, now the “Low fuel” warning functionality is operational again.

MG TD - Number TD/0880. March 1950

Image courtesy of https://www.mgcc.co.uk/t-register/registers/t-type-factory-production-records/.

MG TD - Coming work to complete the vehicle

Although this vehicle is fully functional, fully operational and up to date with technical inspections (MOT), we want to bring it up to our quality standards. That is why the following operations are in process..:

Restoration of upholstery and carpets (including interior panels).
We have already received the materials, and plan to start work in the next two weeks.
Sealing oil circuit phase I: In this first phase, we will make a change of all the gaskets that do not require removal of the engine.
The idea is to eliminate or isolate as many small oil leaks as possible.
It is true that all English roadsters up to 1960 have a reputation for “sweating” oil, but there are a few points where these can be eliminated with new materials.
For example, MOSS supplies a modern manufactured oil seal that can replace the original crankshaft pulley seal that is made in the original version …. made of rope!!!
Stage II oil circuit sealing: This is a more ambitious stage that requires removal of the engine, so it will be undertaken at a later date.
Trying to follow the “dry engine” philosophy even for these Xpag engines, there is an adaptation also from MOSS to mount at the crankshaft outlet to avoid oil leakage using modern oil seals.
The change will really be worth the effort.

MG TD - Current status

Here are some photos of the MG TD.
In these, none of the work had been done yet, not even those of the first part mentioned above.
Anyway, here you can see it.

MG TD Roadster 1950 Barcelona Maresme

Our unit in the RTVE series "Celia" (1993)

This was a nice surprise that our MG TD gave us.
By complete chance we discovered that this unit was the one used in the filming of the RTVE series “Celia” in 1993.
And we knew it by a compilation that someone made titled “Classic Cars in movies : MG TD”.
There we saw it and then watching the series (it is available on RTVE’s own archive channel on Youtube) we could see our unit -which we identified because it has some customization details that were made throughout its existence, and that are all visible in the filming (except, obviously the license plate that was changed to adapt it to the plot of the series, which takes place in the 30’s)-.

Here are three clips from the series where the car appears.
It’s not really relevant, but as I said, it’s still a nice anecdote:

This vehicle is truly a time travel into the automotive past that amazes and astonishes everyone who sees it up closely. We plan to have it in November 2024. We will keep you updated!

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La entrada MG TD – 1950 Roadster.
Our new acquisition se publicó primero en JG Classics : The thrill of time travel.

MGA – Classic car available for rental without driver

JG Classics Administrator — Wed, 04 Sep 2024 13:05:45 +0000

Drive an MGA convertible on the day of your wedding or special event.

Now available for rental without driver

Would you like to drive a classic roadster on the day of your special event?

The MGA is one of the most beautiful and elegant classic cars.
Its rounded lines and its English roadster convertible design from the 50’s make it one of the most attractive and seductive classic cars.

As we mentioned on our vehicles page, we were working to offer this service.
Now it is possible to do it.
You can have it to drive it on your wedding day, or for that event in which you want to surprise your partner or special person.

This vehicle is a 1961 “Old English White” unit with red upholstery and is fully restored.
We assure you that it will not leave anyone indifferent.
It is simply charming!
This magnificent classic car has been carefully restored and retains all its original charm.
Its bright white paint and red upholstery in perfect condition make it truly impressive.
Every detail was taken into account during its restoration to ensure that it is in the best possible condition.
With its vintage aesthetic and timeless elegance, it will definitely steal your heart.
You can’t pass up the opportunity to drive this gem!

Contact us HERE to receive a proposal tailored to your needs.
We want to ensure the success of your event, whatever it may be.
We are here to help you!
Or if you prefer, send us an email to info@jgclassics.com.

10th Montmeló 2023 Classic Car Meeting - MGA

MGA MK2 Roadster 1961 Barcelona Maresme

MGA Roadster 1961 Barcelona Maresme. Classic car rental MG Barcelona

10th Montmeló 2023 Classic Car Meeting - MGA

You can see all the details of the vehicle by clicking this button

MGA Roadster 1961

You can see our list of rental cars here

Classic car rental

If you are a professional photographer, audiovisual production or event organizer, contact us.
We are sure we can work together.

We are located in the Maresme area, near Mataró, in the province of Barcelona, Spain.
Normally we provide service in the area of Catalonia, but in any case, if you are in another place, you can consult us without any commitment and we will help you to find a solution to your needs.

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MGB – Finally ready and finished

JG Classics Administrator — Thu, 11 Jul 2024 16:57:27 +0000

MGB - Mechanical work completed

Our MGB is now ready to go on the road. Technically and with the MOT passed

After several months of work, the MGB is now on the road ready to shoot (and rent).

As you could see from what we told you at the time, the MGB works were in progress. This vehicle has undergone a major transformation since we acquired it a couple of years ago (back in 2022). While in the first stage we focused on the finishing part, this time we have focused on finalizing the mechanical part, although some finishing work has also been carried out.

MGB- Work performed between the second half of 2023 and the first half of 2024

This vehicle still had some outstanding issues. It is true that in the first part, important improvements were made to the ignition, exhaust, engine mountings, overdrive start-up, etc.

In this last stage, this is what we have done to him:

Radiator cleaning and repainting
Disassembly, cleaning and restoration of the original electric fan.
Redo the electrical supply circuit of the fuel pump (it was correct, but could be improved in terms of the material used (connectors/cables).
Replace right front shock absorber. Yes, just one: In these cars the shock absorbers are extremely expensive (around 300€/unit, and also in our case, it was not that the shock absorber showed “wear” as such, but that it “suffered” an accident as a part that made it lose its sealing. So only the broken shock absorber was replaced.
Change of the distribution. In this car it goes by chain, theoretically valid for the whole life of the car. But this is only partly true. On this engine, the timing chain was very noisy. In fact, when we disassembled the cover, we saw that the tensioner was at the “top” of its travel precisely because the chain was already very stretched. In this case we replaced all the parts with new ones:
- Chain
- Sprockets (camshaft, crankshaft)
- Chain tensioner
- Screw braking keys
- Crankshaft pulley seal
- Oil retainer plate.
- Crankshaft damper (pulley) – We installed an “extended” version, which incorporates the harmonic balancer.
- Crankshaft pulley bolt
Carburetor readjustment. There are a couple of great videos for adjusting SU carburetors. We recommend them. These carburetors are not complicated to adjust but they do have their own little “trick”. If you follow the order of adjustment it is easy, but if you try to adjust here and there randomly by trial and error, it may be impossible. Here are a couple of videos.
We installed a steel plate cover-carter, as we did in other models of ours. You can look at the blog posts here and here what we did, and it’s the same thing we’ve done to the MGB.
Finally, we repainted the underbody with black polyurethane.

MGB - Carburetor adjustment SU (video).

There is no better explanation than some good images. So following this principle, I share with you a couple of videos about how to adjust SU carburetors. The image quality is not the best, but the explanations are worth it. It’s key to mention that the “University Motors” channel is one of the best ones for English roadsters.

MGB Mechanical overhauls. Some photos

I am preparing a blog post on the change of the distribution in the MGB (and indeed extensible to the MGA). But in the meantime, I share with you some images of the process. Click on them to see any comments that may be useful to you.

If you are in the process of changing the timing, or anything else on any of these engines and have any questions, you can contact us. We will gladly share all the information we have regarding the operations performed on the model.

MGB - Old distribution removed (overview)

MGB - Old distribution withdrawn

MGB - Renewed water pump pulley

MGB - Installed distribution

MGB - Newly installed distribution overview.

MGB - Distribution about to put on a cover-carter

MGB - Crankshaft pinion oil retainer part

MGB - Collector firewall plate. Visible side already painted and lacquered ready to install.

MGB - Installed distribution.

MGB - Pickled distribution crankcase cover

MGB - Steel plate crankcase cover.

MGB - Under vehicle. Steel plate covers crankcase.

MGB. Old timing sprocket/chain kit removed

MGB - Steel plate crankcase cover.

MGB - right front shock absorber in the process of being changed.

MGB Ready: Hood renewed and MOT passed.

To complete the work, we polished the paint (metallic black), and restored the black color of the hood. This has been done with a product called RENOVO supplied by the company “CueroLiquido”. You can see the
link to the product
here. You can also see the result in the photo at the top of this page.

The vehicle has had its MOT renewed so we have it now fully in running order until June 2028.

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